Vehicle suspension



March 16, 1943. J. E. CASNER 2,314,076

VEHICLE SUSPENSION Filed Nov. 12, 1941 4 Sheets-Sheet 1 March 16, 1943- J. E. CASNER VEHICLE SUSPENSION Filed Nov. 12, 1941 4 Sheets-Sheet 2 Hllll March 16, 1943. J. E. CASNER VEHICLE SUSPENSION Filed NOV. 12, 1941 4 Sheets-Sheet Z5 JAMES E. CASNER J. E. CASNER VEHICLE SUSPENSION Filed NOV. 12. 1941 March 16, 1943. 2,314,076

4 Sheets-Sheet 4 JAMES CASNER Patented Mar. 16, 1943 'vnnrom susrnusrq'n James E, Casner, Aipine, 1ex. Application November 12, 1941, Serial No. 418,824

/ 12 Claims.

This invention relates in general to suspen sion means for vehiclessuch as'automobiles, and the like, and is directed, more particularly, to

an improved spring suspension and shock absorbing construction associated with the vehicle wheels for absorbing and neutralizing road shock in a manner to ensure smooth, comfortable ridmg qualities to the vehicle body.

' The invention contemplates, generally, a

stabilizing means which is designed for all types of vehicle bodies supported by a pair of laterally spaced wheels such as the front or rear wheels of a motor vehicle or the landing wheels of an aeroplane, and which is operative to equalize the load on the wheels at all times, and otherwise, is so constructed that all road shock will be absorbed or distributed thereby over the running. gear and thereby prevented from being transmitted to the vehicle body. v

The frame of the vehicle in accordance with the invention is heldin an-approximately balanced position at all times as the wheels mutually accommddate themselves to anyuneven or irregular surface in the road, thus ensuring smooth riding qualities to the vehicle body and consequently, a maximum of comfort to the occupants thereof. At the same time;there is reduced the tendency for inequality of wear on the tires and I in the tendency for-the wheels to slip or skid when the vehicle rounds a curve or turns a corher at high speed.

A primary object of the invention is to provide an improved suspension for a vehicle body comprising running gear including a pair or more of opposed or laterally spaced wheels and 'a springsuspension unit associated with the vehicle chassis frame intermediate the pair of wheels for the transmission of road shock from one wheel to the other in a manner whereby said wheels are capable of mutually balancing one another while the shock otherwise is dampened and substantially neutralized between the wheels.

Another, object of the invention is for the provision of such a vehicle body suspension embodying a combined spring suspension and shock absorbing unit intermediate the pairof wheels adapted to absorb and reduce the effects of road shock to either wheel while such shock other-' wise is distributed across the running-gear and thereby prevented from being transmitted to the vehicle body. This method .of' suspension provides, further, for a relatively slight, generally perpendicular orgentle rising and falling motion longitudinally of the associated vehicle frame structure any time either wheel passes over an obstruction 'or irregularity in the road. while said suspension otherwise prevents torsional twists in the frame itself with the consequent advantage that a lighter frame structure may be employed.

A further, more specific object of the invention comprehends in a vehicle having at least two wheels at opposite sides thereof, the combination .of a chassis frame and axles for each of the wheels and a spring suspension and shock absorbing unit, in operative interposition between the chassis frame and the axles for distributing the vehicle weight between the wheels and for transferring the thrust of road shock from one axle to th'e'other ina manner whereby the opposed thrust from the axles mutually balance each 'Other. The invention is equally applicable in the case of wheels independently mounted on separate axles or on opposite ends of an axle extending across the vehicle body, and accordingly, itwill be understood in the description that any reference to the wheel supporting means refers to either type of wheel mounting.

It, will be appreciated, further,-that the improved vehicle suspension embodying the spring suspension and shoe]: absorbing unitof the present invention is designed to accommodate automatically any variations in load or shifting of load, or any variations due to centrifugal force as when rounding-a curve orturning a corner, and to any variations fromehange of inertia incidental'to sudden stopping or starting of the vehicle.

Further objects and advantages, and other new and useful features in theconstructiomarrangement and general combination of parts of the inventionwill be readily apparent to. those skilled in the art' as the descriptionproceeds with reference to the accompanying drawings,

in which like reference characters designate like parts throughout the same, and in which; i Fig. 1 is a front elevationalview of one form of the invention embodying the combined spring suspension and shock absorbing unit suspended 1 from the vehiclechassis in association with the steering wheels of the vehicle;

Fig. 2 is a top plan view of Fig. 1;

Fig. 3 is a perspective of the cross-frame member shown in Figs. 1 and 2; I

Fig. .4 is a fragmentary sectional view of the 'cross-frame member showing -in detail the pivanother embodiment of the invention for s'upotal mounting ,of the springsuspension and shock absorbing-unit on the vehicle chassis;

Fig. 5 is a view similar to Fig. 1 illustrating portipgthe steering wheels of the vehicle;

Fig. 6 is a bottom plan view of Fig. 5; and, Fig. '1 is a sectional'view showing in detailthe ball and socket coupling employed in the embodiment" of Figs. 5 and 6.

Fig. 81s a sectional viewshowing in detail the I construction of the spring suspension and shock absorbing unit;

Fig. 9 is a detailed sectional view of the two way adjustable pressure and vacuum relief valve of the spring suspension and shock absorbing unit; and,

Fig. 10v is a sectional view taken on line ill-I of Fig. 9, looking in the direction of the arrows;

Fig. 11 shows in elevation another form of the invention embodying the driving wheels of a vehicle, as for example, in a conventional rear end construction in which the wheels are mounted on a unitaiyaxle housing; and,

Fig. 12 is a top plan view of Fig. 11 with the cross-frame member omitted.

Fig. 13 is an elevational view of a further em;

bodiment of the invention in which the driving wheels of the vehicle are provided with individual drive means;

Fig. 14 is a plan view of the swivel-type pivotal connection for the upper transverse wheel supports shown in the embodiment of Fig. 13;

Fig. 15 is a sectional view, partly in elevation, showing details of construction of the swivel-type pivotal connection of Fig. 14;

Fig. 16 is a close-up elevational view of theball and socket coupling and pivotal connections by which the upper and lower wheel supports or load carrying arms, respectively, Fig. 13, are connected to the wheel hub housing; and,

Fig. 17 is a plan view, partly in section, of the pivotal connection for the lower wheel support or load carrying arm, as viewed along line l'l-l'l I of Fig.,16, looking in the direction of the arrows.

Generally described, the invention is directed to a vehicle body suspension wherein any pair of front and/ or rear wheels, either steering or driving, is mounted in association with a spring suspension and shock absorbing unit pivotally connected to the vehicle frame intermediate the pair of wheels to absorb and reduce the effects of road shock to either wheel as such shock otherwise is distributed across the wheels and prevented from being transmitted to the vehicle body. The frame of the vehicle, in effect, is held in an approximately balanced position at all times as the wheels accommodate themselves, as necessary, to any uneven or irregular surface in the road, thus ensuring smooth, even riding qualities to the vehicle body. The shock absorbing unit between the pair of wheels embodies a spring cushioned barrel or cylinder having connected thereto a load carrying arm for each wheel across fulcrums provided on or defined by the vehicle frame. Thus, when one wheel is actuated upwardly in passing over an obstruction in the road, the spring cushioned barrel is designed to be pulled downwardly by the movement of the associated wheel arm over its fulcrum, thereby pulling the opposite wheel arm downwardly to force the weight of the vehicle body thereon as the spring cushioned barrel becomes free to assume its normal position incidental to the passing of the actuated wheel over the obstruction in the road and is more or less out of contact with the road. This action makes for a decided advantage over conventional vehicle suspensions in that it eliminates the necessity for shock absorbers and places very little twisting strain on the vehicle frame while the adverse effect of any road shock is neutralized from one wheel to the other in a manner whereby the vehicle body or frame has a relatively slight rising and falling action longitudinally thereof, rather than in an angular or slanting direction as in conventional vehicle suspensions which usually require special stabiliztion in addition to individual shock absorbers for each of the wheels.

Referring now, more particularly, to the drawings, the numeral l, Figs. 1 and 2, designates generally the longitudinal side beams or rails which together with a cross member Ill, of the general charactershown in Fig. 3, provide the forward end of the vehicle frame. Said crossframe member preferably is constructed substantially in the manner of a lattice girder structure for lightness in weight to comprise a lower base plate H and top plate I2 defining side channels 2 therebetween receiving the frame side beams or rails I, in completing the vehicle frame. The top plate l2 includes a raised channel-shaped head l3 providing a pivot mounting for the spring suspension and shock absorbing unit, designated generally S, while the base plate ll includes an opening 3 through which the barrel of said unit extends between fulcrums i4. dependent from said base plate. Said fulcrums l4 define pivots l5 for the lower wheel supports or load carrying arms, as seen in Fig. 1, while pivots [6 for the upper wheel supports are provided on the top plate l2 which otherwise is designed to accommodate the radiator R, represented by dotted lines in Fig. 3. "The radiator R is supported by the rear of the base plate II, as illustrated in Fig. 2, while brackets l1 projecting from the rear of said base plate I I support the front end of the motor M adjacent to said radiator R with a suitable front grille (not shown), concealing all the foregoing described structure in the completely assembled vehicle.

While the steering wheels W at either the front or rear of the vehicle may be mounted in any desiredmanner, in the specific embodiment shown in Fig. 1, they are of the type journalled on a stub axle associated with a wheel hub housing 20 which carries spaced ears or gudgeons 2| pivotally connected to a steering knuckle 22 by a king pin 23. A yoke 24 formed as a part of said steering knuckle 22. has upper and lower projecting ends to which are pivotally connected lower and upper transverse wheel supports or load carrying arms extending from pivotal connections to said pivots i5, i6, respectively, on the frame, as presently to be described.

Figs. 5-7 inclusive illustrate an alternate wheel mounting arrangement comprising universal ball and socket couplings, designated generally 25, which are connected to the respective upper and lower wheel supports or load carrying. arms and secured to the associated wheel hub housings 20 by bolts 26, Fig. 7, to provide a construction which is more or less equivalent to that illustrated in Fig. 1. In this instance, however, the cross-frame member I 0 may be of somewhat different construction to include pivots I 6' for the upper wheel supports projecting from the ends of the top plate thereof and lower pivots l5 provided directly on the base plate of said cross-frame member.

ing bars to overcome the resultant swaying mo- As shown in detail in Fig. 7, said ball and socket connections 25, are of the general character comprising a bearing block 21 and a hol- .low semispherical holder 28 defining a socket for the ball head 29 of a connecting rod or shaft 30, and otherwise including a peripheral flange for attachment to the wheel-hub housing 20 by bolts 26. Said holder 28 may include a grease I A 2,814,978 holder. A coil spring 38 telescoped over said rod 30 urges said shield 32 against thev exterior of the holder to provide a waterproof and dustproof connection. The rod 30 has a flat side face for engagement by a wrench to rotate the same for adjustment purposes, and otherwise, is of a shape and length necessary to provide the'desired connection to its associated wheel support. A preferred construction is provided by a threaded end portion'of said rod 3i! threaded into a bore 35 in the end of the associated wheel support and maintained in adjusted position therewith by a lock nut 35. By this construction, the correct camber of the wheels readily may be provided at any time-simply by loosening'the lock, nut 36 and rotating the rod 39 to move transverse load carrying arms at merging at cross-frame member.

one end into spaced pivot lugs M, Figs. 1 and 2, 1

which are pivotally connected to the upper end of the associated yoke 26. Similar pivot lugs i2 may be provided on the other ends of said arms 60 for pivotal connection'to the pivots is,

r Fig. 3, on the top plate of the cross frame member I0, and to ,pivots 53 supported on brackets M, Fig.2, welded, riveted or otherwise united to the side rails I of the chassis frame. A preferred construction embodies pivot rods 55 extending through the aligned openings in the pairs of pivot lugs 62 and pivots I6 and 63,, respectively,

and secured by adjusting nuts 66 threaded onto the extremities of said rods d5, thereby provid ing a simple construction whereby any required Y ing in the cylinderv cap 8i and is held in proper fulcrums M, Fig. 1. or pivots-Ii Figs. 5 and 6, provided directly on the lower plate of the In either case, the ends of the lower front arm members extending from said cooperating pivot means are pivotally secured to links 68 which in tum.-,are hinge'dly connected to ears 51, trunnions, or the like, suitably provided on the barrel .or casing of the combined spring suspension and shock absorbing unit, '3, in the relation, purposes hereinafter-set forth.

The spring suspension and shock absorbing and for the unit, 8, as illustrated in detail in Figs. 8-10, in-' clusive,- comprises a cylindrical casing or barrel 66 including a cylinder cap 6| removablythreaded thereon and provided with an opening slidably receiving a tubular piston rod or shaft 62.

A piston 68, providedwith piston rings 6 8, is

molmted for reciprocating movement insaid cylinder or barrel 86 against the force of a main spring 85 surrounding a smaller overload spring '66 coiled around the piston rod 82 and secured at its upper end to the cylinder cap M by a clamp 81. The main coil spring is retained in the casing or barrel 80 by the cylinder cap 6i and is of a size designed to exert normally a slight expansive spring force on said piston 53 and a slight tension .on the piston rod B2 in its normal position with respect to the parts,

associated with said spring suspension and shock absorbing unit.

The piston rod 82 extends through the openalignment in the cylinder by roller guides or bearings 88 bordering said opening at the inner; side of" said cylinder cap 6! together with a seal or washer 5d at the outerside thereof closing said-opening against the entrance of dust.

' moisture and other foreign matter, while a wheel caster easily may be provided merely by manipulating the nuts #36 to move the pivot rods 65 in the directionnecessary to efiect the desired adjustment of the wheels in this respect.

In Fig. 5, a similar construction is provided for the upper'wheel supports or load carrying .arms W by forming the same in the substantial configuration shown to be connected to the upper portions of the wheel hub housings 26 by ball and socket couplings 25, Fig. 7,88 previously to forward pivots IS on the upper plate of the cross-frame member iii, and rearward ,pivots carried byv brackets united tothe frame in an arrangement generally similarrto that provided for the pivots M in the construction shown in The lower wheel supports, Figs. 1 and 6, are

similarly provided in the manner of bifurcated lever structures or wishbones comprising a pair of transverse load carrying arm members 5d, 5i merging into spaced pivot lugs 52, Fig. 1, pivotally connected to the lower-ends of the yokes 24, or, as in Figs. 5 and 6, connected to the wheel described, while the opposite ends thereof include pairs of pivot lugs 42 pivotally connected breather device it provides for normal atmospheric pressure within the upper portion of the e tubular piston rod.

chamber or cylinder. or shaft is of suitable length to be pivotally connected to the head i8 of the cross-frame member, iii, Fig. 1, as by means of a U-shaped bracket iii secured to said rod by lock nuts 78 threaded over the end thereof and clamping the base of said bracket it on its opposite faces. A pivot bolt,or pintle W, Fig.4, extends through openifigs in the channel-shaped head it of the cross: frame member aligned with openings in the sides of said bracket F5 to mount the spring suspension and shock absorbing unit in the desired pivotal connection to the frame substantially inthe manner shown in either Figs. 1 or 5.

The outer end of the tubular piston rod or shaft M is provided with a two-way adjustable pressure and vacuum relief valve, designatedg enerally an, adapted to relieve any intense pressure and consequent extraordinary vacuum within the shock absorbing cylinder 60 due to a sudj den, rapid actuation, thereof, as when either wheel encounters a large obstacle or passes over a-deep depression in the road. The valve body 88 is secured into the outer end of the tubulaf pistorprodfi, as by means of an external thread.

and'isprovided with an open plug 8! received hub housings 20 by ball and socket couplingsflb, I

as described with reference to Fig. 7. The lower rear arm members 5|, Fig. 5, are pivotally con-- nected to pivots 53 carried by brackets 54 unitedto the side rails of the frame, while the lower frontann members 50 are pivotally secured inter'media'te their lengths by'suitable pivot means 55 connected to the pivots i5, defined by the and an air inlet'disc 8|.

in an internally threaded bore nerging with a bore 82 of reduced sizewhic'h receives a two-way valve device comprising an air outlet disc 83 I I The outlet disc 83 is seated on a shoulder defined by the'valve body and overlies outlet air passages 85 extending longitudinally in said body in spaced concentric relation to the bore 82. Said outlet disc 83 forms a part of a reciprocable valve gland 87 having longitudinally extending inlet air passages 88 'and defining a seat on its lower end for the air inlet disc 84 in overlying relation to said inlet air passages 88. The inlet disc 84 is carried by a valve stem 80 extending through an axial recess in the valve gland 81, and a spring 9| retained on said valve stem 98 by nut 92, urges said inlet disc 84 upwardly to normal position closing the move downwardly relatively to the piston 63, the

main coil spring 65 is compressed, with the smaller coil spring 66 becoming active to compensate for any overload. Upon return of the parts of the unit to normal position under the expansive force of said springs, air in the bottom of the cylinder 60 is under great compression by V the piston 83 and can be relieved only. by passing through the tubular piston rod or shaft 62 to the relief valve 88. Said valve 80, Fig. 9, prevents any violent escapement of the compressed air in a manner whereby such air impinges upon the disc 84 engaging the lower end of the valve gland 81 to force said valve gland upwardly against spring 93 to causethe outlet disc 83 thereof to space from its seat and thereby uncover the utlet air passages 85 in the valve body. The compressed air thus escapes by such passages 85 through the open plug 8! until the pressure in the cylinder is relieved, whereupon said outlet air passages are closed by saidv disc 83 returned to its normal position under the expansive force of spring 98. v

The inlet valve disc 84 'thereupon becomes efiective to overcome any vacuum within the cylinder 68 in a manner whereby air under atmostermediate the wheels by links 58 and lower wheel supports 50 cooperating with upper wheel supports 40, provides for a. slight, generally perpendicular or gentle rising and falling movement of the associated frame structure when either wheel passes over an obstruction in the road. Any actuation resulting in a sudden upward movementofone wheel causes the suspension unit, S, to operate in the manner just described and otherwise move the barrel or casing 60 thereof downwardly carrying the lower wheel supporting arm of the opposite wheel downwardly therewith, thereby forcing a certain amount of the suspended weight of the vehicle against this arm through said spring suspension unit S. In this respect, the main spring 65, Fig. '8, of said spring suspension unit absorbs and dampens a certain amount of the road shock to the actuated wheel as said unit otherwise transmits any excess force of the road shock from the actuated wheel to the wheel supporting means of the other wheel in a manner whereby such shock is neutralized by being substantially equally distributed between the wheels and thereby prevented from being transmitted to the vehicle body. This results in the aforesaid gentle rising and falling motion or relatively slight, generally perpendicular movement of the associated is apparent when one wheel'is passing over an object, compressing'the main spring 65, Fig. 8, as aforesaid, and causing the barrel 60 to travel downwardly, it forces the opposite load carrying arm or wheel support downwardly therewith by transferring the weight of the vehicle to this arm and against the expansive force of said main spring at a time when said spring is expanding and attempting to return to normal position'by reason of the fact the actuated wheel is just passing over the object in its path and momentarily is out ofcontact with the road during an instant in which it carries none of theload. The road shock,,in any event, is thus absorbed and neutralized between the pair of wheels in a manner whereby "the spring action thereby provided involves a decided advantage over the spring action in conventional vehicles inasmuch as it eliminates the necessity for individual shock absorbers. The eflectiveness of the shock absorbing action is materially increased by the piston construction 83 on which the springs 65,;66 directly bear, and which is provided with the rings 64 which set up sufficient friction to slow the action of said spring 65 in its travel. and further, works against the compression created by its" reciprocations in the cylinder to prevent said spring from being completely compressed as when passing over a large object or into a deep depression in the road. In this respect, the smaller coil spring 66 within the main spring 85, being shorter, becomes effective on any overload or otherwise, when the vehicle is loaded beyond its normal capacity.

The combined spring suspension and shock absorbing unit of the present invention is further advantageousin making for considerably reduced costs of manufacture by 'supplanting, in any event, two springs and two shcck absorbers required in conventional wheel-suspension arrangements, while otherwise providing a simplified compact wheel mounting construction having a fixed caster, camber, and toe-inposition which is unchanged by the movement of the wheels in relation to the chassis frame,

thereby reducing the wear on the tires to a minimum. It will be apparent that by locating the pivots l5, Fig. l, nearer the suspension unit, S, than to the road wheels, the ratio of leverage will be such that either wheel may pass easily over objects in the road and at the same time cause the barrel 60 of the unit to travel downwardly only about: one-third the distance the actuated wheel travels upwardly such that there is relatively little disturbance of the ve-' hicle frame or body itself, and the use of a smaller-spring construction within the barrel or when either wheel passes over an object in the road at high speed, have a tendency to throw the car body into the air from that corner in a diagonaloislanting direction,,thereby putting objectionable twisting strains on the frame,

and setting up rapid pronounced oscillations which require the provision of shock absorbers to dampen this objectionable effect. In contrast, by means of the mechanical movement of the suspension of the present invention, any such adverse efiect is much more moderate in that when the actuated wheel rises on encountering an obstruction, the lever action of the load carrying arms is such that the associated vehicle frame and body structure has only a sli ht generally perpendicular or gentle rising and falling motion. Also, stabilizing bars are required in conventional vehicles to prevent side sway in the vehicle'body, as when rounding a curve, whereas in the construction of the present inventlon, such stabilizingmeans are unnecessary since the lever action of the wheel supports or load carrying provides each side of the vehicle chassis with what may be termed an equalized squatting movement in such instances over obstructions or depressions in the road. Projecting shoulders I19 on each of the collars H5 provide bearing means for attaching the outer ends ofthe transverse load carrying arms H2, H3, adjacent the wheels W in a manner whereby said arms are adapted to receive any road shock to either of said wheels and transfer the same to the spring suspension and shock absorbing unit, 8, to be dampened thereby and otherwise substantially equally distributed across said wheels without being transmitted to the vehicle body. The outer end of transverse arm I I2 is pivotally connected to its associated shoulder 9 by means of a bearing neck I20 and shackle links I2I, thereby providing for limited swinging movement thereof in cooperation with the opposite transverse arm 3 having a fixed pivotal connection I22 to pivot lugs I23 provided on the associated bearing shoulder I I9 to prevent body travel laterally.

The spring suspension unit, S, is pivotally mounted to swing laterally on its bracket mounting it relatively to. the cross-frame member I05 as the links IIB provide for any required lever action of the transverse load carrying arms IIZ, IIS, when moved upwardly or downwardly incidental to road shock imparted to either wheel.

The links I It also may be designed to have sufli- I cient play to provide for slight movement of the wheels without actuating the spring suspension unit, but in the event either wheel encounters a pronounced obstruction or depression in the d which the center of gravity of the vehicle is brought advantageously closer to the road while the spring suspension unit yields as necessary during the downward travel of the spring cushioned barrel thereof because of the weight delivered thereto by the centrifugal force necessarily set up as the vehicle rounds the curve. v

Figs. 11 and 12 disclose thearrangement of the spring suspension and shock absorbing unit of the invention as provided for the driving wheels of a vehicle in a conventional rear end construction, for-example, comprising an axle housing Iull, mounting the driving wheels W, and associated with a central differential hous ing IdI connected to the drive shaft tube m2. The vehicle frame embodies the rear ends of the side beams or rails I and a cross-frame member Itt united thereto comprising a channel-shaped head, I65 providing a pivotal suspension for the bracket I5 attached to the pistonrod or shaft 62 of the spring suspension and shock absorbing unit, S. Pivots III! extend from 'roa'd, the resultant road shock is received by the associated transversearm'IIZ, H3 and transmitted to the other arm through the intermediate spring suspension and shock absorbing unit, 8, which equalizes such shock across the Wheels, substantially in the manner and for the purposes described with reference to the forms of the invention shown in Figs. 1 and 5.

Figs. 13-17 inclusive show a further embodiment of the invention, as provided for a driving wheel suspension in either a front or rear drive vehicle, wherein separate drive shafts I38 extend the underside of said cross-frame member for pivotal connection to suitable cooperating pivots or bearings III, intermediate the lengths of transverse load carrying arms H2, H3. while links Ht pivotally connect the inner ends of said arms to the ears GJI on the barrel or casing of the spring suspension and shock absorbing unit, 8, to mount the associated frame structure substantially in the manner described with reference to Fig. 1.

The outer ends of said transverse arms II2, H8, are secured adjacent the wheels W by means of collars IIt embracing the axle housing Ilidand which include pivotal connections M6 for radius rods III that are pivotally secured to the frame side rails by shackle bolts H8 tohold the axle hpusing in line in the completed assembly while permitting the necessary rising and f action of either of the wheels in passing from the vehicle transmission to suitable gearing within casings I3I associated with the wheel hub housings I32 for the respective wheels W", Fig. 13, The wheels are thus provided with individual drive means while otherwise being independently movable in association with the intermediate spring suspension and shock absorbing unit, S, in the same general manner as the previously described forms of I the invention.

The cross-frame member I35 may comprise 5 the same general type of lattice girder structure to connect with the adjacent ends of the frame side rails or beams I. The cross-frame member I35 includes a channel-shaped head I38 which provides a pivotal suspension for the bracket 15 attached to the piston rod or shaft 62 of the spring suspension and shock absorbing unit, S, in a manner similar to that shown in Fig. 4. Pivots I31 extend from the underside of said cross-frame member for pivotal connection to 5 suitable cooperating pivot means I38 provided intermediate the lengths of the lower transverse wheel supports or load carrying arms I50, while links I39 pivotally"connect the inner ends of said arms to. the ears 5'! on the barrel of the spring suspension and shock absorbing unit in a construction generally similar to that described with reference to Fig. 1.

The inner ends of upper wheel supports or load 5 carrying arms I40 are connected to the crossframe member by swivel-type pivots I4I, as shown in detail in Figs. 14 and 15, comprising a flanged washer or plate I42 united to the crossframe member I as by rivets I43, and having a bushing or sleeve I44 receiving a pivot post I45 secured in said sleeve, as by a transverse cotter pin I46. The pivot post I45 thus has a swivel mounting in the sleeve or bushing I44 and relatively to the cross-frame member I35, while the outer end thereof defines a pivot head I41 receiving a pintle bolt I48 for pivotally connecting thereto spacedpivot lugs or hearing necks I49 on the inner ends of said arms I40. The'outer ends of said arms I40 are pivotally connected to the wheel hub housings I32, Figs. 13 and 16, by ball and socket couplings 25, in a construction similar to that shown and described with reference to Figs. 5 and 7.

The outer ends of lower transverse arms I50 are provided with pivotal connections I5I to the wheel hub housings I32 by means of flanged plates I52 bolted to said housings and carrying spaced pivot lugs I53 pivotally connected by pintles I54 to pivot heads I55 provided on the extremities of said arms I50. In a preferred arrangement, Fig. 17, such a pivot head structure is defined by a bolt I56 extending through a longitudinal bore I51 merging with a transverse slot I58 in an enlargement on the end of the arm I50. The bolt I56 thus is secured by a nut I59 applied thereto through said slot I58 together with a set screw I60 locking the connection. By this arrangement the nut I59 easily may be manipulated through the slot I58 to provide for any necessary adjustment at the end of the associated wheel support or load carrying arm I50.

The individually driven wheels 'W", thus mounted in combination with the spring suspension and shock absorbing unit, S, suspended from the vehicle frame intermediate the pair of wheels, are thus adapted for the transmission of road shock from one wheel to the other in a manner whereby said wheels are capable of mutually balancing one. another while the shock is absorbed and substantially equalized and neutralized between the wheels inthe general function and operation described in detafl with reference to the embodiment of the invention shown in Fig. 1.

While the invention has been described in detail with specific examples, such examples are intended as illustrations pnly. since it will be apparent to those skilled in the art that other 6 What is claimed and desired to be secured by United States LettersPatent is:

The present embodi- 1. In a. vehicle comprising a chassis having a pair of wheels at opposite sides thereof, a frame member, a spring suspension and shock absorbing unit mounted-by said frame member between the pair of wheels, transverse load carrying arms pivoted intermediate their ends to' said frame member, means for connecting the outer ends of said arms in association with said wheels for movement in response to road shock to either of said wheels, and means for pivotally connecting .the inner ends of said arms to said spring suspension and shock absorbing unit, said unit comprising a piston, a piston chamber, and spring means for cushioning relative movement of said piston and piston chamber upon road shock from either of the vehicle wheels transmitted to said: unit by said load carrying arms, and means asso-'- ciated with said unit for relieving the pressure and vacuum created in the piston chamber incidental to such relative movement of the piston and piston chamber.

2. In a vehicle comprising a chassis having a pair of wheels at opposite sides thereof, a frame member, a spring suspension and shock absorbing unit mounted by said frame member between the pair of wheels, bifurcated load carrying members for each wheel comprising arms pivoted intermediate their ends to said frame member, means connecting the outer ends of said arms in association with said'wheels for movement in response to road shock to either of said wheels, and links pivotally connected to the inner ends of said arms and attached to said spring suspension and shock absorbing unit, said unit comprising a piston, a piston chamber, and spring means for cushioning the relative movement of said piston and piston chamber.

3. In a vehicle comprising a chassis having a pair of wheels at opposite sides thereof, a frame member, a spring suspension and shock absorbing unit mounted by said frame member between the pair of wheels, bifurcated load carrying members for each wheel comprising an arm pivoted intermediately and an arm pivoted adjacent one end to said frame member, means connecting the outer ends of said intermediately pivoted arms in association with said wheels for movement in response to road shock to either of said wheels, and links pivotally connected to the inner ends of said intermediately pivoted arms and attached to said spring suspension and shock absorbing unit, said unit comprising a piston, a piston chamber, and spring means for cushioning relative movement of said piston and piston chamber upon road shock from either of the vehicle wheels transmitted to said unit by said load carrying members.

4. In a vehicle comprising a chassis having a pair of wheels at opposite sides thereof, a frame member, a spring suspension and shock absorbing unit mounted by said frame member between the pair of wheels, bifurcated load carrying members for each wheel comprising an arm pivoted intermediately and an arm pivoted adjacent one end to said frame member, means connecting the outer ends of said intermediately pivoted arms in association with said wheels for movement in response to road shock to either of said wheels, and means pivotally connecting the inner ends of said intermediately pivoted arms to said spring suspension and shock absorbing unit, said unit comprising a piston, a piston chamber, and spring 5 means for cushioning relative movement of said 5. In a vehicle comprising a chassis having a pair of wheels at opposite sides thereof, a frame -member,. a spring suspension and shock absorbload c y shock absorbing unit.

ing unit mounted by said frame member between the pair of wheels, upper and lower wheel supports for each wheel extending from opposite sides of said frame member, the lower wheel supports comprising load carrying arms pivoted intermediate their ends to said frame member, and means'pivotally connecting the inner-ends of said arms to said spring suspension and shock absorbing unit, said unit comprising a piston, a piston chamber, and spring means for cushioning relatlive movement of said piston and piston chamber upon road shock from either'of the vehicle wheels transmitted to said unit by said 6. In a vehicle comprising a chassis having a pair of wheels atopposite sides thereof, a frame member, a. spring suspension and shock absorbing unit mounted by said frame member between ,the pair of wheels, upper and lower wheel sup ports for each wheel extending from above and v below said frame member. the lower wheel supports comprising load carrying arms pivoted intermediate their ends to said frame member, ball and socket couplings connecting the outer ends of said arms in association .with said wheels for movement in response to road shock to either of said wheels, and means pivotally connecting the inner ends of said arms to said spring suspension and shock absorbing unit, said unit comprising a piston, a piston chamber, and spring means for cushioning relative movement of said piston and piston chamber. I

7. In a vehicle comprising a chassis having a .pair of wheels at opposite sidesthereof, a frame including a cross-frame member, a spring sus-- pension and shockabsorbingunitmounted by- .said cross-frame member between the pair of wheels, upper and lower wheel supports for each wheel, said upper supports comprising bifurcated lever members mounting the wheels at one end and pivotally connected to the vehicle frame, said wheels, upper and lower wheel supports for each wheel, said upper supports comprising bifurcated lever members mounting the wheels at one end and pivotally connected to the vehicle frame, said lower wheel supports comprising bifurcated lever members including load carrying arms pivoted incushioning relative movement of said piston and piston chamber upon road shock from either of i termediate their ends to said cross-frame member and means pivotally connecting the inner ends of said arms to said spring suspension and shock absorbing unit, said unit comprising a piston, a. piston chamber, and spring means for the vehicle wheels transmitted to said unit by said load carrying arms. a

10. In a vehicle comprising a' chassis having a pair'of wheels at opposite sides thereof, a frame including a cross-frame member, a spring suspension and shock absorbing unit mounted by said cross-frame member between the pair of wheels, upper and lower'wheel supports for each wheel, said upper supports comprising bifurcated lower wheel supports comprising bifurcated lever members including load carrying arms pivoted intermediate their ends tosaid cross-frame member, means connecting the outer ends of said arms in association with said, wheels for movement in response to road shock to either of said wheels, and means pivotally connecting the inner ends of said arms to said spring suspension and 8. In a vehicle comprising pairof wheels at opposite sides thereof, a frame: including a cross-frame member, a spring sus- .pension and shock absorbing unit mounted by said cross-frame member between the pair of- 5 wheels. upper and lower wheel supports for eachwheel, said upper supports comprising bifurcated lever members mounting the wheels at one end and .ptvotally connected to the vehicle frame, said lower wheel supports comprising bifurcated lever members including load carrying arms piv oted intermediate their ends to said cross-frame. member, means connecting the outer ends-of said arms in association with sitidwheels for move-- ment in response to roadshock to either ofsaid wheels, and means comprising links attached to said spring suspension and shock absorbing unit and'pivotallyconnected to the inner ends of said 9. In a vehicle comprising a chassis having a pair of wheels at opposite sides thereof, a frame including a cross-frame member, a spring suspension and shock absorbing unit mounted by said cross-frame member between the pair of a chassis having a. 5

lever members mounting the wheels atone end and pivotally connected to the vehicle frame-said lower wheel supports comprising bifurcated lever members including load "carrying arms pivoted intermediate their ends to said cross-frame member and; means rpivotally connecting the inner ends of said arms to said spring suspension and shock absorbing unit, said unit comprising a piston, a piston chamber, and spring means for cushioning relative movement of said piston and piston chamber upon .road shock from either of the vehiclewheels transmitted to said unit by said load carrying arms, and means associated with said unit for relieving the pressure and vacuum created in the piston chamber incidental to such relative movement of the Piston and piston chamber. i

11. In a vehicle comprising a chassis having a pair of wheels on wheehaxles atopposlte' sides 'mounted by said cross-frame ,member between the pair of wheels, load carrying arms pivoted intermediate their ends to said cross-frame member, means pivotally connecting the inner ends of said arms to said spring suspension and shock absorbing unit, means at the outer end of oneof said arms providing afixed pivot therefor with 0 respect to the associated wheel axle, and means a at the outer end of the other arm including a shacklelink providing a pivotal connection having limited swinging movement relative to the wheel axle associated therewith in cooperation 5 with said am having a fixed pivot.

12. In a vehicle, a transverse unitary axle hous- 1 ing and a pair of wheels mounted thereby at opposite sides of the vehicle chassis, a frame including a cross-frame member, a spring suspension and shock absorbing unit mounted by said cross-frame member between the pair of wheels, means carried by saidaxle housing defining a pivot adjacent each wheel, load carrying arms pivoted intermediate their ends" tov said crossirame member, means ,pivotally connecting the inner ends of said arms to said spring suspension and shock absorbing unit, and means providing a pivotal connection of the outer end of each arm to'said pivots'carried by the axle housing, one of .said pivotal connections comprising a shackle link construction adapted for limited swinging movement.

JAMES E. enema. 

